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    <title>Transport Research International Documentation (TRID)</title>
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    <atom:link href="https://trid.trb.org/Record/RSS?s=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" rel="self" type="application/rss+xml" />
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    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
    <docs>http://blogs.law.harvard.edu/tech/rss</docs>
    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
    <image>
      <title>Transport Research International Documentation (TRID)</title>
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      <link>https://trid.trb.org/</link>
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    <item>
      <title>Study on the long-term high-temperature stability of the Fluid Mastic Asphalt mixture based on rutting tests</title>
      <link>https://trid.trb.org/View/2632425</link>
      <description><![CDATA[This study investigates the rutting deformation characteristics and the underlying mechanism of the Fluid Mastic Asphalt (FMA)mixture, a novel asphalt mixture designed using the Mastic Flow for Filling (MaFF) method. Three FMA-13 mixtures with varying asphalt-aggregate ratios (6 %, 7 %, and 8 %) were prepared under different compaction cycles. The long-term high-temperature stability and rutting resistance mechanism of FMA mixtures were systematically analyzed by a 9-h Chinese Standard rutting test, Hamburg wheel tracking tests, uniaxial creep tests, and digital image processing and compared with AC mixtures. Results demonstrate that increasing compaction cycles significantly enhances the skeleton compactness of FMA mixtures. Therefore, 36 compaction cycles are recommended to prepare FMA Chinese standard rutting test specimens. Besides, the dynamic stability (DS) of FMA increases rapidly with prolonged loading, achieving values exceeding 50,000 cycles/mm after 4 h. The rutting depth differences between FMA-13(6 %) and AC-13 increased from 0.56 mm (1 h) to 1.51 mm (9 h), which indicates that FMA exhibits superior long-term high-temperature stability. Additionally, FMA mixtures with varying asphalt-aggregate ratios consistently demonstrate significant long-term high-temperature stability, suggesting that rutting resistance is primarily governed by the skeleton structure and is minimally affected by the asphalt mastic. FMA maintains consistent high-temperature stability across various testing methods, including under water-immersed conditions. Digital image analysis confirms that the FMA’s skeleton-superdense structure is characterized by minimal internal voids, uniform aggregate distribution, and superior interlocking. The study elucidates the skeleton-dominated rutting resistance mechanism of FMA, providing a theoretical foundation for optimizing pavement durability.]]></description>
      <pubDate>Fri, 23 Jan 2026 09:58:48 GMT</pubDate>
      <guid>https://trid.trb.org/View/2632425</guid>
    </item>
    <item>
      <title>A novel self-curing active cold patch asphalt mixture: Performance evaluation and mechanism analysis</title>
      <link>https://trid.trb.org/View/2537141</link>
      <description><![CDATA[Cold patch asphalt mixtures (CPAMs) are increasingly favored for pothole repairs in asphalt pavements due to their environmental benefits and ease of construction. However, their low strength and durability have hindered broader application, necessitating the development of CPAMs with enhanced engineering performance. To address these challenges, this study proposes a novel self-curing active CPAM incorporating solvent naphtha (SN) as a diluent and polymerized methylene diphenyl diisocyanate (PMDI) as a polymer modifier. Various SN-to-PMDI ratios and SN-PMDI contents relative to virgin bitumen (VB) were evaluated to produce cold patch asphalt liquid (CPAL) and the corresponding CPAMs. Viscosity tests confirmed that SN effectively reduces VB viscosity, ensuring its workability. Specifically, adding 10 % SN reduced VB viscosity by approximately 30 %, while higher SN content (e.g., 30 %) significantly compromised mechanical performance. Mechanical evaluations, including Marshall stability, moisture susceptibility, crack resistance, freeze-thaw resistance, and rutting resistance, demonstrated that CPAM containing 20 % SN-PMDI with a 50:50 SN-to-PMDI ratio achieved excellent mechanical performance comparable to hot mix asphalt (HMA). Mechanism analysis through FTIR tests further revealed that PMDI reacts with atmospheric moisture, transforming isocyanate groups (-NCO) into carbamate groups (-NHCOO), and also interacts with hydroxyl groups on limestone aggregates, forming carbamate compounds, which contribute to a 20 % increase in strength development. Overall, this study introduces a novel approach for preparing high-performance CPAM, providing a promising solution for durable and efficient pothole repairs in practical engineering applications.]]></description>
      <pubDate>Thu, 24 Apr 2025 09:30:37 GMT</pubDate>
      <guid>https://trid.trb.org/View/2537141</guid>
    </item>
    <item>
      <title>Rheological behavior analysis of emulsified cutback composite cold-mixed epoxy asphalt binder based on apparent viscosity</title>
      <link>https://trid.trb.org/View/2424490</link>
      <description><![CDATA[In this paper, a composite cold-mixed epoxy asphalt binder (CCEAB) is made using diluted epoxy resin (DER) and cold-mixed solvent (CMS). The rheological behavior of CCEAB is analyzed by rotary viscosimeter at different temperatures, curing times, shear rates, DER and CMS contents. The fluid type of the CCEAB is identified, and its flow curve is modeled. The parallel phenomenon of apparent viscosity curves is revealed, and the shift factor is analyzed. The results showed that temperature, CMS content and shear rate are negatively correlated with viscosity, while time and DER content are positively correlated with it. CCEAB has typical shear thinning behavior and is a pseudoplastic fluid without yield stress. When the shear rate is greater than 18.6 s−1, the viscosity curves trend stable, and the final viscosity is about 60 % of the initial viscosity. The 5 variables have been added to the power law model to establish the flow curve of CCEAB, whose parameters are identified by the generalized inverse matrix. The parallel of viscosity curves follows the time-temperature superposition, and the shift factor function with 4 variables describes the conversion of viscosity curves. The flow curve of CCEAB has the same form and essence as the shift factor function, meaning the flow curve also describes the parallel. If the shift factor is regarded as a viscosity prediction method, it is not as accurate as the flow curve.]]></description>
      <pubDate>Fri, 27 Sep 2024 13:48:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/2424490</guid>
    </item>
    <item>
      <title>Evaluation of Using Vacuum Oven for Residue Recovery of Asphalt Emulsion and Cutback Asphalt for Routine Screening</title>
      <link>https://trid.trb.org/View/2406760</link>
      <description><![CDATA[Asphalt emulsions and cutbacks are mainly used for surface preservation treatments and as bonding layer during pavement construction. Cutback and emulsion residues are routinely evaluated to ensure specification compliance for quality control and assurance purposes. The current test methods for residue recovery of asphalt emulsions and cutbacks are resource intensive, have a low throughput, and require distillation apparatus with a large lab footprint. This study developed two separate test methods that are simple and repeatable for emulsion and cutback residue recovery using a vacuum oven with the ultimate goal that these tests can be used for routine testing. These methods recover small quantity of the residue that is adequate to perform one test with 25 mm plate using dynamic shear rheometer (DSR). This study examines the repeatability of the new method by (1) using a variety of different grades obtained from different suppliers for both cutbacks and emulsions; and (2) participation of two laboratories with different brands of equipment. The mass loss during the residue recovery and the DSR parameter G*/sinδ were used to examine repeatability. The results show that the test methods developed are repeatable between the replicates and between the two participating research laboratories.]]></description>
      <pubDate>Fri, 13 Sep 2024 10:34:08 GMT</pubDate>
      <guid>https://trid.trb.org/View/2406760</guid>
    </item>
    <item>
      <title>Assessing the Influence of Asphalt Stabilization on the Deformation Resistance of Reinforced Earth Embankment Model</title>
      <link>https://trid.trb.org/View/2377770</link>
      <description><![CDATA[Construction of roadway embankment with gypseous soil exhibits hazard for the long-term performance. The gypseous soil is known to exhibit suitable strength after compaction; however, it loses the strength when subjected to environmental issues such as rain and the variation in the water table level. In the present investigation, an attempt has been made to implement gypseous soil with 84.2% of gypsum content, which was obtained from Tikret region (180 km north of Baghdad), in the preparation of an embankment model in the laboratory. The gypseous soil was compacted to 95% of its maximum pre-determined dry unit weight of (16.4 kN/m³) in six layers in a metal box with the dimensions of 50 × 50 × 30 cm, and each layer is of 5 cm thickness to form a control embankment model, and subjected to vertical stress. Test was carried out using proving ring of 5 kN capacity. The vertical and lateral deformations of the embankment model were monitored until failure. The second embankment model was constructed using an aluminum reinforcing strips spread at five layers of the embankment height. The aluminum reinforcing strips were laid at equal spaces between each of them, which means that each layer was reinforced with four strips at a spacing of 10 cm center to center. The vertical and lateral deformations were also monitored until failure. In the third embankment model, the gypseous soil was stabilized with M-30 cutback asphalt, and then the embankment model was constructed using aluminum reinforcing strips as in the second model. The fourth embankment model was constructed using the aluminum strips and a stabilized gypseous soil with cationic emulsion. It was observed that the reinforced and the emulsion stabilized embankment models exhibit lower vertical deformation of 40% and 30% as compared with the control embankment. On the other hand, the lateral deformation at the third embankment layer declines by 50%, 39.2%, and 35.7% when the emulsion, cutback, and earth reinforcements were implemented, respectively, as compared with the control model. However, the lateral deformation at the fifth layer declines by 68.4%, 55.5%, and 68.4% when the emulsion, cutback, and earth reinforcements were implemented, respectively, as compared with the control model. It was concluded that implementation of cutback and emulsion stabilization in addition to the earth reinforcement can better sustain vertical stresses applied on the embankment surface and present a sustainable solution for the roadway infrastructure.]]></description>
      <pubDate>Sun, 02 Jun 2024 17:44:57 GMT</pubDate>
      <guid>https://trid.trb.org/View/2377770</guid>
    </item>
    <item>
      <title>Low Cost Roads Construction by Soil Stabilization using Bituminous Materials in Al-Anbar Gypseous Sandy Soil</title>
      <link>https://trid.trb.org/View/2281816</link>
      <description><![CDATA[This paper deals with the effective method of stabilizing gypseous sandy soil, which covers large areas in western and southern parts of Iraq specially Al-Anbar area, by bituminous materials, and the evaluation of its potential in low volume traffic and low-cost roads construction. The testing program included the determination of the unconfined compressive strength, California bearing ratio (CBR), resilient modulus (MR), permeability characteristics of gypseous sandy soil-mixed with different percentages of bitumen of two types of cutback bitumen (S-125 and RC-250).]]></description>
      <pubDate>Fri, 19 Apr 2024 09:38:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/2281816</guid>
    </item>
    <item>
      <title>Assessing bio-oil cutback asphalt for prime coat on semi-rigid base asphalt pavement: Lab experiment &amp; indoor test section application</title>
      <link>https://trid.trb.org/View/2355901</link>
      <description><![CDATA[To analyze the potential utilization of bio-oil cutback asphalt (BCA) as an innovative permeable material, this study comprehensively evaluated the road performance of BCA. Infrared spectroscopy and fluorescence microscopy were employed to characterize the components' interaction mechanisms and storage stability within the BCA. The research also involved assessments of interlayer strength, unconfined compressive strength, and dynamic water scouring trials of the base layer. Subsequently, a comprehensive assessment of the road performance of BCA was carried out in conjunction with its application on the indoor test section. The microscopic test results revealed that bio-oil and the penetrant primarily enhanced the asphalt's flow and penetration properties through physical blending. Even after 28 days of storage, no phase separation occurred among the constituents in the BCA. Compared to conventional prime coat materials, the specimens treated with BCA demonstrated notably higher interlayer pull-off and shear strengths at the optimal sprinkling volume. Furthermore, applying BCA to the cement-treated base improved its early strength and erosion resistance. As a result, BCA plays a crucial role in enhancing the structural integrity of asphalt pavements with semi-rigid base layers.]]></description>
      <pubDate>Fri, 19 Apr 2024 09:38:51 GMT</pubDate>
      <guid>https://trid.trb.org/View/2355901</guid>
    </item>
    <item>
      <title>Performance analysis and viscosity modeling of emulsified cutback composite cold-mixed epoxy asphalt binder</title>
      <link>https://trid.trb.org/View/2335941</link>
      <description><![CDATA[The extremely low mixing temperature benefits the environment and energy savings of cold-mixed asphalt mixtures but limits their performance. Developing a superior cold-mixed asphalt binder is crucial to enhancing their performance. In this paper, a composite cold-mixed epoxy asphalt binder (CCEAB) is proposed, whose materials include the emulsifier and cutback. The properties of CCEAB such as stability, dispersity, softening point, penetration, ductility, adhesion, volatilization and apparent viscosity are analyzed. The viscosity model is reasoned based on the time-temperature equivalent principle. The results showed that the cold-mixed solvent (CMS) and diluted epoxy resin (DER) are evenly dispersed in the stable CCEAB. The function of CMS is to lessen the viscosity of the base asphalt and the role of DER is to improve the mechanical performance of the CCEAB. The softening point, penetration, ductility, adhesion and viscosity of CCEAB are satisfactory when the dosage of CMS and DER is recommended to be less than 15%. CCEAB has excellent thermal stability, plasticity, low-temperature stability, adhesion and qualified shear ability. The curing time of CCEAB is approximately 28 days and the viscosity is 2.1 times the initial viscosity after curing. If the shear rate value is below the viscosity value, the viscosity model with exponential form is equivalent to the power law model in fluid mechanics.]]></description>
      <pubDate>Fri, 15 Mar 2024 16:35:41 GMT</pubDate>
      <guid>https://trid.trb.org/View/2335941</guid>
    </item>
    <item>
      <title>Optimization design of cold patching asphalt liquid based on performance experiments and statistical methods</title>
      <link>https://trid.trb.org/View/2186876</link>
      <description><![CDATA[The cold patching asphalt liquid (CPAL) is an environment-friendly paving material, which is more preferable in pavement construction and has lower energy consumption than the hot mix asphalt. However, the CPAL is mainly applied in the quick repair of potholes because of the limitation in its cost and storage stability. This study primarily investigates the effect of the compositions and contents of CPAL on its road performance through the multivariate analysis to develop a low-cost and storable CPAL. In this study, the CPAL was synthesized by base asphalt, diesel, diethylene glycol (DG), oleic acid (OA), and coconut oil acid diethanolamine (COAD). Orthogonal experiments with four factors and four levels were performed to optimize the mechanical properties of CPAL. The microstructure and characteristic functional groups of different CPAL schemes were analyzed to further understand the influence of different components of CPAL on its pavement performance. Results show that the proposed multivariate evaluation method in this study can accurately evaluate the significant relationships between different functional components and properties of CPAL. Furthermore, the dosage of diesel should be strictly controlled in the productions considering that only the t value of diesel passes the inspection. The optimal design scheme of CPAL in this study is 20% diesel, 0.6% DG, 6% OA, and 6% COAD, and its mixture has high adhesion, strength, and good storage stability in pavement engineering. The multivariate evaluation method is also conducive for scientifically developing a green and high-performance road material.]]></description>
      <pubDate>Wed, 28 Jun 2023 16:29:12 GMT</pubDate>
      <guid>https://trid.trb.org/View/2186876</guid>
    </item>
    <item>
      <title>Laboratory investigation on performance of waste-oil cutback asphalt as prime coat on cement stabilized macadam base</title>
      <link>https://trid.trb.org/View/2089792</link>
      <description><![CDATA[The commonly used prime coat materials have shortages such as insufficient interlayer bonding performance, high cost, and serious environmental pollution. To solve the above problems, this study attempts to take waste-oil as the diluent and blend it with asphalt to prepare a new prime coat material: waste-oil cutback asphalt. And the feasibility of this prime coat material is studied on semi-rigid base. Through penetration test, direct shear test, and pull-out test, the optimum blending proportions and construction conditions of the waste-oil cutback asphalt are determined, and the feasibility of the waste-oil cutback asphalt was evaluated by comparing it with kerosene cutback asphalt and PC-2 emulsified asphalt. The results illustrate that the mass ratio of waste-oil to asphalt is 1:1, and the content of penetrant is 10 % of the asphalt mass (47.6 % waste-oil, 47.6 % asphalt, 4.8 % penetrant in the percentage of 100 %) can be used as the optimum blending proportion of waste-oil cutback asphalt. The average penetration depth of waste-oil cutback asphalt is 5.4 mm, which meet the standard requirements. The direct shear strength is 0.292 MPa, which is 23.7 % and 86.0 % higher than that of PC-2 emulsified asphalt and kerosene cutback asphalt. And the pull-out strength is 0.235Mpa, which is 11.4 % and 92.6 % higher than that of theirs. The optimum construction condition is 1.1 L/m2, and the best construction time is 1 day after the construction of the base course. It indicated the interlayer bonding performance of waste-oil cutback asphalt is significantly improved than traditional prime coat materials. Thus, the waste-oil cutback asphalt can be used as a new type of environmentally friendly and high-performance prime coat material on cement stabilized macadam base.]]></description>
      <pubDate>Wed, 25 Jan 2023 09:19:24 GMT</pubDate>
      <guid>https://trid.trb.org/View/2089792</guid>
    </item>
    <item>
      <title>Performance optimization of epoxy resin-based modified liquid asphalt mixtures</title>
      <link>https://trid.trb.org/View/2048590</link>
      <description><![CDATA[This study proposes a performance optimization scheme of liquid asphalt mixtures (LAMs) based on epoxy resin-based material modification and investigates its various performances. First, thermogravimetric analysis and headspace gas chromatography–mass spectrometry were used to analyze the differences between liquid asphalt before and after curing to clarify the formation mechanism of its adhesive force. Second, a molecular model was established. The best epoxy resin and curing agent types were evaluated using an improved Flory–Huggins model and the quantum computing method. Finally, two performance optimization schemes were established to reinforce the performance defects of the mixture caused by residual diluents. Results show that liquid asphalt solidification is a physical process of volatilization of diluents. Bisphenol A epoxy resin and a polyether amine curing agent are compatible with liquid asphalt and prone to curing reactions; thus, they are most suitable as epoxy resin-based modifiers. A solution obtained by adding 2% waterborne epoxy resin and 30% mineral powder replaced with cement can significantly improve the initial strength, strength generation rate, and low-temperature crack resistance of the LAM while optimizing high-temperature performance. This LAM modification can ensure that roads repaired using the modified LAM in a low-temperature environment can be quickly opened to use and improve the durability of the road surface.]]></description>
      <pubDate>Fri, 30 Dec 2022 16:58:37 GMT</pubDate>
      <guid>https://trid.trb.org/View/2048590</guid>
    </item>
    <item>
      <title>Preparation and Mix Design of Usual-Temperature Synthetic Pitch–Modified Cutback Asphalt</title>
      <link>https://trid.trb.org/View/2035101</link>
      <description><![CDATA[Usual-temperature synthetic pitch (USP) is a modifier that can efficiently reduce the mixing temperature and improve the overall engineering properties of warm-mix asphalts; however, few studies are reported for its application in cold patch asphalt. In this article, cutback asphalts were prepared with USP, bitumen, biodiesel, an antistripping agent, and a tackifier. Referring to a series of single-factor analyses on the cutback asphalt viscosity, the reasonable dosage ranges for the USP, antistripping agent, and tackifier were first determined. Based on these, a four-factor and four-level orthogonal test plan was proposed to guide the selection of some potential appropriate mix design schemes. The recommended mix design schemes were then screened out by successively examining the physical properties, adhesion, workability, Marshall stability, high- and low-temperature rheological properties, and compatibility. Two design schemes with mass proportions of 6:18:0.3:6 (Scheme 1) and 6:20:0.4:2 (Scheme 2) for USP, diluent, antistripping agent, and tackifier, respectively, were finally selected. The engineering properties of the prepared specimens meet the standard requirements. Compared with Scheme 1, Scheme 2 presents better Marshall stability and high- and low-temperature performance. The proposed mix design schemes can guide the preparation of USP-modified cold patch asphalts and promote their application in practice.]]></description>
      <pubDate>Wed, 30 Nov 2022 10:56:59 GMT</pubDate>
      <guid>https://trid.trb.org/View/2035101</guid>
    </item>
    <item>
      <title>Evaluation of Isocyanate Asphalt Additive</title>
      <link>https://trid.trb.org/View/1948656</link>
      <description><![CDATA[Modifying asphalt binder is one of the primary methods of improving the performance of asphalt mixtures; the benefits include improved rutting resistance, cracking resistance, increased durability and stripping resistance. The addition of polymer, such as styrene-butadiene-styrene (SBS), is the most common method of modifying asphalt binders; however, chemical modifiers, extenders, hydrocarbons and anti-stripping additives are also employed to improve asphalt performance. A low viscosity isocyanate-based modifier for asphalt binders has been developed which claims to improve adhesion performance in the asphalt mix. The product crosslinks components in the liquid asphalt, and claims to reduce stripping of the aggregates from the binder and make a more flexible, sustainable pavement. This research intends to evaluate the effects of the additive on liquid asphalt and compacted asphalt pavements.]]></description>
      <pubDate>Tue, 17 May 2022 10:47:13 GMT</pubDate>
      <guid>https://trid.trb.org/View/1948656</guid>
    </item>
    <item>
      <title>Analysis of the trend in evolution of multilevel mechanical properties of solvent-based cold mixed liquid asphalt and mixture</title>
      <link>https://trid.trb.org/View/1943145</link>
      <description><![CDATA[This paper primarily analyzes the change in performance of liquid asphalt and its mixture in each stage and proposes suggestions for fabricating liquid asphalt mixtures in cold weather. The results of GPC and SEM can explain the reasons for the increase in viscosity and strength of liquid asphalt after curing. In addition, the generalized time–temperature equivalence principle is used to predict the performance changes of liquid asphalt, asphalt mortar, asphalt mastic and asphalt mixtures under different curing conditions. The results show that increasing the filler content improves the deformation resistance of liquid asphalt mixtures. The low-temperature performance of liquid asphalt mixtures is outstanding. During construction in cold weather, liquid asphalt or its mixtures can be used after curing at 60 ∼ 110 °C for 1 ∼ 10 h. These parameters can ensure the strength of cold mixed liquid asphalt mixtures in low-temperature environments, and roads repaired with this asphalt can be rapidly opened to traffic.]]></description>
      <pubDate>Tue, 17 May 2022 10:47:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/1943145</guid>
    </item>
    <item>
      <title>Rheological performance investigation of high viscosity liquid asphalt</title>
      <link>https://trid.trb.org/View/1892806</link>
      <description><![CDATA[The bonding of asphalt and aggregate is critical especially for permeable asphalt concrete (AC) pavement and ultra-thin overlay to avoid the ravelling. High viscosity asphalt (HVA) is desirable to provide firm bonding, thereby being commonly employed both for permeable AC pavement and ultra-thin overlay. Different from the traditional hot mix asphalt (HMA) which requires significant energy consumption and accompanies pollution and aging, this paper presents a laboratory study on the rheological characteristics of HVA without heating. SBS modified asphalt was tested and prepared for liquidation and solidification using a liquefier and curing agent (CA) in an attempt to produce this high viscosity liquid asphalt (HVLA). Liquid asphalt was fabricated by adding waterborne epoxy resin emulsion (WERE) and liquid carbon petroleum resin (LCPR). The performance of the resulting HVLA was systematically evaluated. The HVLA had a Brookfield viscosity (BV), under ambient temperature of 2.42 Pa·s and an indication of acceptable workability. After solidification, penetration, softening point and ductility was 44(0.1 mm), 80°C and 18 cm, respectively. At 60°C, dynamic viscosity was 86, 450 Pa·s. Dynamic shear rheology (DSR) and bending beam rheology (BBR) gave it a performance grade of PG 82-28 with favourable workability. By analysing the results of scanning electron microscopy (SEM) and infrared spectroscopy (IR), the compatibility of the components in HLVA proved desirable.]]></description>
      <pubDate>Mon, 06 Dec 2021 08:43:43 GMT</pubDate>
      <guid>https://trid.trb.org/View/1892806</guid>
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